Safety gate for railway crossings



July 3, 1928. 1,675,447

M. BROWN ETAL SAFETY GATE FOR RAILWAY CROSSINGS Filed March so. 1927 s Sheets-Sheet 1 Attorney July '3, 1928.

.M. BROWN. ET AL SAFETY GATE FOR RAILWAY CROSSINGS Filed March 30. 1927 3 Sheets-Sheet 2 1 Inventors If yar zowfirowrv,

cfuZzms Green,

Attorney Patented July 3, 1928.

UNITED STATES MARION BROWN AND JULIUS GREEN, OF NATIONAL HOME, WISCONSIN.

SAFETY GATE FOR RAILJVAY CROSSINGS.

Applicationfiled March 30, 1927. Serial No. 179,542.

This invention relates to new and useful improvements in safety gates for railway crossings and aims to provide a similarly constructed mechanism at opposite sides of the track way each including generally an electrically operated normally closed gate units. the circuit to the operating mechanism being suchthat when a train enters a block extendingbeyond opposite sides of the crossing it will be impossible for the circuit to be made with the end in view that. the gate cannot be opened during the time the train is within said block.

Further. means is provided for automatically completing the circuit to the gate operating mechanism by an automobile approaching the same, but this only when the block is clear, said means being such as to control the slow opening of the gate so as to require the slow speed of the vehicles ap proaching the trackway.

The invention further aims to provide means cooperating with each of the gate units to prevent more than one vehicle passing through the gate at the same time. this means also preventing the operation of a vehicle switch mechanism provided for completing the circuit to the gate operating motor.

One of the most important objects of this invention is to provide a gate structure as hereinbefore generally described that is of relatively simple construction. but yet high- 1y efficient inoperation. and of such a nature as-to permit the installation of the same without great expenditure.

In the drawings wherein like reference characters indicate corresponding parts throughout the several views:

Figural is a plan view of a dual track system being crossed. by a. road way and the crossing being constructed with an automatically operable gate mechanism provided in accordance with the present invention.

Figure 2 is a plan view partially in cross section disclosing generally the gate and turnstile mechanism as well as the operating'means therefor disposed upon the roadway at one side of the track.

Figure'3 is a transverse section taken sub stantially upon the line 3-3 of Figure 2 for disclosing more clearly one of the gate units per se. together with its corresponding visible and audible signalling means operable upon the movement of a train into the block.

Figure 4 is a section through the vehicle actuated switch mechanism of one of the units. also disclosing in side elevation an electrically control signal that is operable by the actuation of the switch to indicate to the drivers ct approaching vehicles that the switch m chanism is being operated by another vehicle so that no attempt will be made by the oncoming driver to pass through the gate, and this especially at night time.

Figure 5 is an enlarged section taken upon the broken line 5 5 of Figure 2. also disclosing the switch together with the means for maintaining the same depressed as well as the means for releasing the switch after the gate has completed a single revolution.

Figure (3. 1s an elevation of the upper end of a conventional electrically operated sema phore with which is associated a switch device for preventing the circuit to the gate operating motor when a train is Within the block.

Figure 7 is a perspective of a turn stile, one of which is associated with each of the gates per se to prevent another vehicle approaching the gate control switch, while the same is in depressed condition by reason of a previous vehicle moving toward the gate for causing the opening thereof,

Figure 8 is a diagrammatic view of the electric circuit incident to one of the units at one side of the trackway, and

Figure 9 is a transverse section through the free edge of one of the gates per se and means for latching the same in closed position.

Now having particular reference to the drawings. indicates a pair of spaced trackways. while 6 designates the road crossing said trackway. Each trackway 55 at the side of the road 6 is equipped with a block circuit. the circuit of one of the tracks being at one side of the road while the other track is at the opposite side of the road. This character of block circuit is well known. therefore a detailed description thereof is not believed necessary. It is suiticient to say. however. that when a train enters the block of either trackway a conventional electrically operated semaphore 7, including a post 8 and a semaphore arm 9 will operate to indicate that a train has entered the block of that particular trackway. As clearly indicated in Figure 1 the semaphores of the respective trackways 5 are arranged at the side of the particular trackway and at the side of the road 6.

Arranged \ertically at the center of the road (5 at either side of the dual trackway is a vertical post 10 upon the upper end of which is arranged an electrical bell or other audible signalling means 11 together with an electric light 12, said light and audible signal being electrically connected to both of the trackway blocks so that a train entering the block of either trackway will not only cause the operation of the semaphore of that particular trackway but to also com plete the circuit to the audible and visible signal 11 and 12.

The gate mechanism at opposite sides of the dual trackway is of identical construction in each instance and therefore a description of one of the units will sullice for both.

lach of said units consists of a vertical gate post 13 suitably journaled at its lower end within a housing 14 adjacent the edge of the roadway, while associated with each vertical post is a desirable form of horizontal gate 15. the length of the same being such as to permit the gate to rotate within the visible and audible signal carrying post 10 at one side of the roadway or an ordinary vertical post 10 at the opposite side of the traclnva v. it being necessary that the visible and audible signalling means be provided at one side of the trackway as clearly indicated in Figure 1. The lower end of the gate post 13 carries a beveled gear 16 that has mesh with a similar gear 17 within the housing 14. This bevel gear 17 is arranged upon the inner end of a horizontal shaft 18, which end terminates in the housing 14, said shaft extending through a housing 19 arranged upon the roadway (3 in spaced horizontal relation with the housing 14, while attached to the shaft within the housing 19 is a gear 21). Arranged upon the road at the oute side of the housing 19 is a motor box 21 within which is an electric motor 22 and operatively associated with the shaft thereof is a suitable speed reduction mechanism designated generally 23. Projecting inwardly toward the shaft 18 from this speed reduction mechanism is a shaft 24, the inner end of which terminates within the housing 19 and has arranged thereon a beveled gear 25 having mesh with the gear 20 of the shaft 18. Obviously when the circuit is completed to this motor 21, the gate 15 will be caused to slowly rotate in the direction of the arrows in Figure 1 to permit an automobile to pass therethrough.

Arranged upon the road in horizontal relation with the signal post 10 or the plane post 10, as the case may be, is a suitable fence structure 26, each fence structure including a vertical post 27 upon the upper end of which is arranged an electric light 28 for a purpose hereinafter more fully described.

Arranged in horizontal relation upon the roadway (3 in back of each of the gate posts 13 is a turn stile 25) consisting of a vertical post 30 mounted at its lower end within a housing 31 while the lower end of the post is equipped with a gear 32, see Figure 2, which gear has mesh with a sn'ialler gear 33, upon the adjacent end of the previously mentioned shaft 18 operable by the motor 22 so that said turn stile will be operable simultaneously with the operation of its respective gate 15. As clearly disclosed in Figure 7, said turnstile includes three gate arms 34, two of which are in horizontal alinement while the third one is arranged at right angles between the said horizontally alined arms, said arms as well as the turn stile being so mounted with respect to each other and so operatively associated with the respective gate 15 that when the gate is in the closed position as indicated in Figure 1 a motorist may enter the area of the road defined by the fence 26, and the respective turn stile. However. as soon as the gate starts to rotate, the turn stile will so operate to cause the arms 34 to enter the space to prevent the entrance of an automobile.

Directly in back of each gate 15, the roadway is constructed with a pit for receixing a transversely extending switch box 35, the upper open side of which is flush with the road surface and within which is disposed a vehicle operated closure platform 36. this platform being equipped with a pair of depending pins 37 37 suitably guided within the box 35 by collars 38 arranged therein. Surrounding each pin 37 between the platform and the respective collar is an expansible coil spring 38 for the purpose of maintaining the platform in elevated position and partially outwardly of the box so as to he encountered by the wheels of the vehicle when passing thereover. Each pin 37 is formed with a notch 40. while arranged within the box 35 and extending across the front of these pins 3737 is a rock shaft 41 equipped with a pair of dogs 42 for engaging the notches of the pins 37 when the platform has been depressed for retaining the same in such a depressed condition.

The lower end of the adjacent gate post housing 14 has communication with the switch box 35 as clearly disclosed in Figure 5 while associated with that particular rock shaft 41 is a rcarwardly extending lever 43 that is normally maintained in raised condition by a coil spring 44 with the end in View that the rock shaft 41 is maintained in such ltlt) a position as to cause the automatic engagement of the dog 42 with the notches 40 of the pin 37 when the platform 36 is depressed. Arranged upon the extreme lower end of the said gate post is a disc 45 formed at its periphery with a depending cam 46 for riding over the endef the lever 43 as the post 13 has completed a full revolution for releasing the platform 36 which when depressed completes the circuit to the motor 22 in a manner now to be described.

Within the bottom of the switch box 35 is a spring contact 46, while beneath the end of this contact is a stationary double contact 47, the spring contact 46 being arranged directly beneath one of the pins 37 so that when the platform is depressed, the contacts will be engaged so as to complete the circuit through a battery 4-7 to the motor 22, see Figure 8.

Associated with the post 8 of each of the semaphores 7, complementary to the mechanism at each side of the trackway is a switch box .49 within which are stationary and movable'contacts 50 and 51 respectively, the movable contact being of spring construction and normally engaged with the stationary contact 50. Projecting upwardly from the spring contact 51 is a pin 52 that will be depressed by the inner end of the semaphore arm 9 when the same is raised to release the contact, which contacts are as clearly disclosed in the diagrammatic View of F igure 8 in circuit with the battery 48 and the motor Obviously as the train passes into the block of the particular gate mechanism, the circuit between one side of the battery 48 and one contact of the motor will be broken at contacts 5051 so that it will be impossible to complete the circuit to themotor even though the platform 36 is depressed and the spring contact 46 engaged with the stationary contact 47. This provision is made to prevent the opening of the respective gate 15 when a train is within either of the trackway blocks, it being recalled that the semaphores 77 are simultaneously operated by a train passing into either of the blocks.

As indicated iuFigure 8, the electric light 28 upon the inner end of the post 27 previously mentioned also has circuit with the battery 48 through the semaphore actuated and platform actuated switch unit. ()bviously, when the circuit is made to the motor the circuit is also made to the light 28 to indicate to the drivers of oncoming vehicles that the gate is being operated and that no attempt should be made to pass through the turnstile 29.

By reason of the mechanism between the gate post 13 and the vehicle operated switch mechanism, the gate will be enabled to make a complete revolution during which time the automobile may pass therethrough.

At the same timetheturnstile is operated to close the approach of the following vehicle on the platform 36 iuntil thegate. 15 has completed itsrevolution and is again se cured in closed position. The blank side of the turnstile is then adjacent the roadway to permit the approach of the next vehicle to the platform; for again operating the gate. In this manner a clear passageway to the track is prevented and each vehicle must come to a substantial stop before the crossing of the track is possible. Assoon as one con'iplete revolution has been made, the cam ist will engage the lever 43 to release the platform 36 whereupon the circuit will be automatically broken and at which time the gate willobe in fully closed position as indicated in both. Figures 1 andQ. To prevent the gate from passing beyond a true horizontal position between its post 13 andthe signal post 10, said signal post 10 is equipped adjacent its lower end with a spring pressed latch shoe 54 for engaging the innermost bar of the gate in a manneras will be obvious by considering Figure 9. made to any specific form of latch mechanism as various devices may be employed without a tl'ecting the spirit and scope of the appended claims. it will suflice to say .however, that the latch is of such a, nature as to permit the gate to readily contact therewith or to be readily forced therefrom under operation of the particular motor 22.

As clearly brought out inl igure 1, the gate mechanisms at opposite sides of the track way are at the right hand side of the road in the direction of movement of vehicles towardthe traclcway and in view of the foregoing specification when considered in conjunction with the accompanying drawing: it is believed that the specific operation and construction of a safety gate mechanism of this character will be readily appreciated by those skilled in the art, and even though we have herein shown and described the invention as consisting of certain detail structural elements it is nevertheless to be understood that some changes may be made therein withoutaffecting the spirit amlscope of the appended claims.

Having thus described the invention, what we claim as new and desire to secure by Letters Patent is 1. In a safety gate for railway crossings wherein an electric block circuit is provided within the trackwayadjacent the crossing, comprisinga normally closed gate provided with electric actuating means for moving the gate to open position and vehicle, actuated means adjacent the gate for closing the circuit to the electric means, said gate being further controlled by means operable by a train passing into the block to prevent the closing of the circuit even in the event of the operation of the vehicle actuated means No claim is and means operable through the actuation of said gate closing the approach thereto when in open position.

2. In a safety gate for railway crossings wherein an electric block circuit is provided within the trackway adjacent the crossing, comprising a normally closed gate having an electric motor operatively associated therewith to cause the operation of the same when an electric circuit between the motor and a source of electric supply is completed and vehicle actuated means arranged upon the roadway adjacent the gate to cause the closing of the circuit between the motor and the source of electric supply, the operation of said gate being further controlled by means within the circuit operable by the entrance of a train into the block circuit to prevent the completion of the circuit be tween the motor and source of supply even though the vehicle actuated means is operated and a turnstile disposed in advance of said gate operatively connected therewith for simultaneous movement and arranged to cloje the approach to the gate when the same is in open position.

3. In a safety gate for railway crossings wherein an electric block circuit is provided within the trackway adjacent the crossing, a normally closed gate mounted for rotation around a fixed axis, an electric motor operatively associated with the gate to cause the rotation of the same when the circuit between the motor and the source of supply is closed, vehicle actuated means adjacent the gate for causing the closing of the circuit when a vehicle passes thereover, means for maintaining the vehicle actuated means in closed position so as to continue the movement of the gate during the passage of a vehicle therethrough, means for releasing said means simultaneously with the ('OHIPlQtG rotation of the gate, and means within the circuit between the motor and source of supply operable by a train passing into the block to prevent the circuit between the motor and the source of supply when a train is within said block.

4. In a safety gate for railway crossings, a gate mounted for rotation about a iixed point adjacent the trackway, an electric motor operativcly associated with said gate and having electric connection with a source of supply, a vehicle operated switch located in the roadway adjacent to the gate and within the circuit between the motor and the source of supply whereby the circuit therebetween is completed when the switch is actuated. means for maintaining the switch depressed during a complete revolution of the gate, and automatic means for releasing the switch as soon as the gate has made one complete revolution.

5. In a safety gate for railway croisings wherein an electric block circuit is provided within the trackway adjacent the crossing, a normally closed gate, electric means for actuating the gate to open position, vehicle actuated means adjacent the gate for closing the circuit to the electric means and further means operable by a train passing into the block to prevent the closing of the circuit even in the event of the operation of the vehicle actuated means, and signal means located within the circuit and operable by the vehicle actuated means t'or indicating the operation of said vehicle actuated means.

6. In a safety gate for railway crossings wherein an electric block circuit is provided within the trackway adjacent the crossing, a pair of signal semaphores at opposite sides of the crossing operable by a train passing into the block, a normally closed electrically operated gate arranged upon the roadway at opposite sides of the crossing, said electrically operating means consisting of an clect'ric motor and a source of supply, a vehicle actuated switch complementary to each gate for closing the circuit to the motor when depressed, and means within the circuit operable by the actuation of the semaphore to prevent the completion of the circuit between the motor and source of supply even though the vehicle actuated switch is depressed.

7. In a safety gate for railway crossings wherein an electric block circuit is provided within the trackway adjacent the crossing, a normally closed gate, electric means for actuating the gate to open position, vehicle actuated means adjacent the gate for closing the circuit to the electric means and further means operable by a train passing into the block to prevent the closing of the circuit even in the event of the operation of the vehicle actuated means, and a rotating turn stile mounted upon the roadway in spaced horizontal relation with the gate, and operatively associated therewith to prevent the movement of a vehicle over the vehicle actuated means until the gate has been fully closed.

In testimony whereof we afiix our signatures.

MARION BROVN. JULIUS GREEN. 

